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Abstract:

Stop-off facility guidance systems, methods, and programs calculate a time
required for vehicle maintenance at a predetermined facility and
calculate, for each of a plurality of stop-off facilities, a total time
required for visiting the stop-off facility and returning to the
predetermined facility on foot. The systems, methods, and programs
compare each of the calculated total times with the time required for the
vehicle maintenance and, based on the comparison, notify a driver of
stop-off facilities which can be visited on foot or by other methods
during the vehicle maintenance.

Claims:

1. A stop-off facility guidance system for a vehicle, comprising:a
controller that:calculates a time required for vehicle maintenance at a
predetermined facility;for each of a plurality of stop-off facilities,
calculates a total time required for visiting the stop-off facility and
returning to the predetermined facility on foot;compares each of the
calculated total times with the time required for the vehicle
maintenance; andbased on the comparison, notifies a driver of stop-off
facilities which can be visited on foot during the vehicle maintenance.

2. The stop-off facility guidance system of claim 1, wherein the
controller calculates the total time for each of the plurality of
stop-off facilities based on:a time required to travel between the
predetermined facility and the stop-off facility; anda mean stopover time
for the stop-off facility.

3. The stop-off facility guidance system of claim 1, wherein the
controller notifies the driver of a stop-off facility which can be
visited on foot when the calculated total time for that stop-off facility
is shorter than the time required for the vehicle maintenance.

4. The stop-off facility guidance system of claim 1, wherein the
controller displays the stop-off facilities which can be visited on foot
and marks indicating that the stop off facilities can be visited on foot
on a map.

5. The stop-off facility guidance system of claim 1, wherein the
controller displays the stop-off facilities in a list form.

6. The stop-off facility guidance system of claim 1, wherein the
controller provides a notification of programs that can be watched or
listened to within the time required for the vehicle maintenance.

7. The stop-off facility guidance system of claim 1, wherein the
controller notifies the driver of stop-off facilities that can be visited
by methods other than on foot.

8. The stop-off facility guidance system of claim 1, wherein the
controller notifies the driver of an estimated time required for the
vehicle maintenance.

9. The stop-off facility guidance system of claim 1, wherein:the vehicle
comprises an electric driving motor; andthe vehicle maintenance is a
charging of a charging element that supplies electric power to a battery,
the battery supplying electric power to the driving motor.

10. A navigation apparatus comprising the stop-off facility guidance
system of claim 1.

11. A stop-off facility guidance method, comprising:calculating a time
required for vehicle maintenance at a predetermined facility;calculating,
for each of a plurality of stop-off facilities, a total time required for
visiting the stop-off facility and returning to the predetermined
facility on foot;comparing each of the calculated total times with the
time required for the vehicle maintenance; andbased on the comparison,
notifying a driver of stop-off facilities that can be visited on foot
during the vehicle maintenance.

12. The stop-off facility guidance method of claim 11, further comprising
calculating the total time for each of the plurality of stop-off
facilities based on:a time required to travel between the predetermined
facility and the stop-off facility; anda mean stopover time for the
stop-off facility.

13. The stop-off facility guidance method of claim 11, further comprising
notifying the driver of a stop-off facility which can be visited on foot
when the calculated total time for that stop-off facility is shorter than
the time required for the vehicle maintenance.

14. The stop-off facility guidance method of claim 11, further comprising
displaying the stop-off facilities which can be visited on foot and marks
indicating that the stop off facilities can be visited on foot on a map.

15. The stop-off facility guidance method of claim 11, further comprising
displaying the stop-off facilities in a list form.

16. The stop-off facility guidance method of claim 11, further comprising
providing a notification of programs that can be watched or listened to
within the time required for the vehicle maintenance.

17. The stop-off facility guidance method of claim 11, further comprising
notifying the driver of stop-off facilities that can be visited by
methods other than on foot.

18. The stop-off facility guidance method of claim 11, further comprising
notifying the driver of an estimated time required for the vehicle
maintenance.

19. The stop-off facility guidance method of claim 11, wherein:the vehicle
comprises an electric driving motor; andthe vehicle maintenance is a
charging of a charging element that supplies electric power to a battery,
the battery supplying electric power to the driving motor.

20. A computer-readable storage medium storing a computer-executable
program usable to provide stop-off facility guidance, the program
comprising:instructions for calculating a time required for vehicle
maintenance at a predetermined facility;instructions for calculating, for
each of a plurality of stop-off facilities, a total time required for
visiting the stop-off facility and returning to the predetermined
facility on foot;instructions for comparing each of the calculated total
times with the time required for the vehicle maintenance; andinstructions
for based on the comparison, notifying a driver of stop-off facilities
that can be visited on foot during the vehicle maintenance.

Description:

INCORPORATION BY REFERENCE

[0001]The disclosure of Japanese Patent Application No. 2007-089314, filed
on Mar. 29, 2007, including the specification, drawings and abstract
thereof, is incorporated herein by reference in its entirety.

[0005]Traditionally, when the driver travels to a facility for vehicle
maintenance, the driver must wait in a waiting room that is built in the
facility and the like until the vehicle maintenance is finished.
Similarly, when the driver goes to a gas station to wash the vehicle, the
driver waits in a waiting room that is built in the gas station until the
car wash is finished. When the driver goes to a motor vehicle repair shop
to undergo the vehicle inspection and maintenance, the driver waits in a
waiting room which is built in the motor vehicle repair shop until the
vehicle inspection and maintenance is finished.

[0006]Further, if vehicle is an electric vehicle such as a hybrid vehicle
or an electric-powered vehicle, when the driver goes to a battery
charging facility such as an electric station or a parking area in which
a battery charger is mounted, the driver waits in a waiting room which is
built in the battery charging facility until the battery charge is
finished.

[0007]However, when it takes a long time to finish the battery charge at
the battery charging facility, it is difficult for the driver to wait
until the battery charge is finished. Therefore, a vehicle disclosed in
Japanese Unexamined Patent Application Publication No. 2006-112932 is
provided with display information of stop-off points such as sightseeing
facilities in conjunction with information of battery charging
facilities, so that a driver can visit the sightseeing facilities and the
like near the battery charging facility while the battery charges.

SUMMARY

[0008]According to Japanese Unexamined Patent Application Publication No.
2006-112932, stop-off facilities near a battery charging facility are
simply displayed, so that after the driver stops at the sightseeing
facilities during the battery charge, the driver cannot know whether
he/she could be back to the battery charging facility before the battery
charge is terminated.

[0009]Various exemplary implementations of the broad principles described
herein provide stop-off facility guidance system, methods, and programs
that allow a driver, to know whether he/she could visit stop-off
facilities near the predetermined facility on foot while vehicle
maintenance is undergone at a predetermined facility.

[0010]Exemplary implementations provide stop-off facility guidance
systems, methods, and programs that calculate a time required for vehicle
maintenance at a predetermined facility and calculate, for each of a
plurality of stop-off facilities, a total time required for visiting the
stop-off facility and returning to the predetermined facility on foot.
The systems, methods, and programs compare each of the calculated total
times with the time required for the vehicle maintenance and, based on
the comparison, notify a driver of stop-off facilities which can be
visited on foot or by other methods during the vehicle maintenance.

BRIEF DESCRIPTION OF THE DRAWINGS

[0011]Exemplary implementations will now be described with reference to
the accompanying drawings, wherein:

[0012]FIG. 1 is a diagram showing an exemplary electric vehicle drive
control system;

[0015]FIGS. 5 and 6 show examples of a stop-off facility guidance screens;
and

[0016]FIG. 7 is an exemplary table of times required for
watching/listening media.

DETAILED DESCRIPTION OF EXEMPLARY IMPLEMENTATIONS

[0017]An example of a stop-off facility guidance system will be described
below in which a hybrid vehicle travels to a parking area as a
predetermined facility and a battery of the hybrid vehicle is charged as
vehicle maintenance.

[0018]FIG. 1 is a diagram showing an exemplary electric vehicle drive
control system according to an example of the current invention. As shown
in FIG. 1, the system includes an electric vehicle drive control device
10, an electric drive device 11, an information terminal 14 such as, for
example, a navigation apparatus as an in-vehicle device which is mounted
in the hybrid vehicle. The system includes a network 63 and an
information center 51 as an information provider. A navigation system may
include the navigation apparatus 14, the network 63, and the information
center 51. Further, an electric vehicle drive control system may include
the navigation system, the electric vehicle drive control device 10, the
electric drive device 11, and the like. Note that, a stop-off facility
guidance system for providing guidance of stop-off facilities may include
the electric vehicle drive control system.

[0019]The electric drive device 11 may include an engine (E) 21 as a first
driving power source, a planetary gear unit 23 for shifting gears by
changing the rotation which is transferred from the engine 21 and for
allowing torque distribution as a differential rotating device, an output
gear 25 for outputting the distributed torque by the planetary gear unit
23, and an electric generator (G) 26 as both a second driving power
source which is connected to the planetary gear unit 23 and a first
electric machine.

[0020]The planetary gear unit 23 may include at least a sun gear S as a
first differential element, a pinion P meshing with the sun gear S, a
ring gear R meshing with the pinion P as a second differential element,
and a carrier CR supporting the pinion P rotatably as a third
differential element. The sun gear S is connected to the electric
generator 26. The ring gear R is connected to both a driving motor (M)
27, as a third driving power source and a second electric machine, and a
driving wheel 28. The carrier CR is connected to the engine 21. The
engine 21, the electric generator 26, and the driving motor 27 are
connected to each other differential rotatably and mechanically through
the planetary gear unit 23 while mechanically connected to the driving
wheel 28 as well.

[0021]Note that, a one-way clutch (not shown) is mounted between the
carrier CR and a case (not shown) of the electric vehicle drive control
device 10, so that the inverse rotation is not transferred to the engine
21 because of the one-way clutch.

[0022]The electric generator 26 generates electricity using the rotation
that is transferred from the planetary gear unit 23. Thereby, the
electric generator 26 is connected to a battery 18 as a charging element
and provides direct current to the battery 18. In the electric generator
26, an electric generator brake (not shown) is mounted between a rotor
(not shown) and the case. The rotor is fixed by engaging with the
electric generator brake, so that it is possible to mechanically stop the
rotation of the electric generator 26.

[0023]Note that, according to the current example, it is possible to
charge the battery 18 by supplying midnight power at a facility (point)
such as a home and the like in which a predetermined charging equipment
19 is mounted for using commercial electricity. Therefore, an outlet (not
shown) is mounted on the charging equipment 19 and a plug (not shown) is
mounted on the hybrid vehicle and the battery 18 is connected to the
charging equipment 19 by inserting the plug into the outlet. Note that,
according to the current example, only the battery 18 is charged.
However, for example, a capacitor as a charging element may be charged
just as the battery 18.

[0024]The electric generator 26 is connected to the battery 18 through an
electric generator inverter (not shown). The electric generator inverter
converts direct current that is supplied from the battery 18 to phase U,
phase V, and phase W, that is, alternating current and transfers
alternating current to the electric generator 26. The electric generator
26 is activated in response to this and an electric generator torque,
which is a torque of the electric generator 26, is generated.

[0025]The driving motor 27 is connected to the battery 18 through a
driving motor inverter (not shown). The driving motor inverter converts
direct current that is supplied from the battery 18 to phase U, phase V,
and phase W, that is, alternating current and transfers alternating
current to the driving motor 27. The driving motor 27 is activated in
response to this and a driving motor torque, which is a torque of the
driving motor 27, is generated. Note that, for example, while the hybrid
vehicle is suspended, electricity that is regenerated by the driving
motor 27 may be charged in the battery 18.

[0026]Next, the electric vehicle drive control device 10 for controlling
the electric drive device 11 will be described. The electric vehicle
drive control device 10 may include a vehicle control device 41 for
controlling the entire hybrid vehicle. The vehicle control device 41 is
connected to an engine control device 46 for controlling the engine 21,
an electric generator control device 47 for controlling the electric
generator 26, and a driving motor control device 49 for controlling the
driving motor 27 while being connected to a navigation processing section
17 of the navigation apparatus 14.

[0027]The vehicle control device 41 may include a CPU 61, a RAM 62, which
is used as a working memory when various types of calculating processing
are executed by the CPU 61, and a ROM 64 in which control programs are
stored. Each of the engine control device 46, the electric generator
control device 47, and the driving motor control device 49 may include
the CPU, the RAM, the ROM, and the like (not shown) to control the engine
21, the electric generator 26, or the driving motor 27.

[0028]Note that, a first control device which is at a lower level than the
vehicle control device 41 may include the engine control device 46, the
electric generator control device 47, the driving motor control device
49, and the navigation processing section 17. Similarly, a second control
device which is at a higher level than the engine control device 46, the
electric generator control device 47, the driving motor control device
49, and the navigation processing section 17 may include the vehicle
control device 41.

[0029]The navigation apparatus 14 may include a GPS sensor 15 as a current
position detecting section for detecting a vehicle position which is a
current position of the hybrid vehicle and a vehicle direction which is
the direction of the hybrid vehicle, a data storage section 16 as an
information storage section for storing various information such as map
data (not shown), the navigation processing section 17 for executing
various calculation processing such as a navigation processing, and an
operating section 34 as a first input section for operating a
predetermined input by a driver's (a user's) operation. The navigation
apparatus 14 may include a display section 35 as a first output section
for proving various types of display using images which are displayed on
a screen (not shown) and notifying the driver of the displays, an audio
input section 36 as a second input section for operating a predetermined
input by the driver's voice, an audio output section 37 as a second
output section for operating audio output and notifying the driver of
various information, and a communicating section 38 as a
transferring/receiving section which is functioned as a communication
terminal. The navigation processing section 17 is connected to the GPS
sensor 15, the data storage section 16, the operating section 34, the
display section 35, the audio input section 36, the audio output section
37, and the communicating section 38. The GPS sensor 15 detects a time in
addition to the vehicle position and the vehicle direction. Note that,
the vehicle direction may be detected by a direction sensor, which is
mounted in addition to the GPS sensor 15.

[0030]The data storage section 16 may include a map database (not shown)
including map data files containing map data. As map data, intersection
data according to intersections (branch points), node data according to
nodes, road data according to road links, search data that is modified
for a search, facility data according to facilities, and feature data
according to features on roads may be included.

[0031]The data storage section 16 may further include a statistical
database (not shown) including statistical data files and a travel
history database (not shown) including travel history data files.
Statistical data is stored as past record data in the statistical data
files and similarly travel history data is stored as past record data in
the travel history data files.

[0032]The data storage section 16 may include a disk (not shown) such as a
hard disk, a CD, a DVD, or an optical disk for storing various data
described above and further include a head (not shown) such as a
reading/writing head for reading/writing various data. For example, a
memory card may be used as the data storage section 16. Note that, an
external storage device may be structured by each of the disks described
above and/or the memory card.

[0033]According to the current example, the map database, the statistical
database, the travel history database, and the like are included in the
data storage section 16. However, the map database, the statistical
database, the travel history database, and the like may be included in
the information center 51.

[0034]The navigation processing section 17 may include a CPU 31 as a
control device for controlling the entire navigation apparatus 14 and as
a calculating device, a RAM 32 which is used as a working memory when the
CPU 31 executes various calculating processing, a ROM 33 in which control
programs and various programs for operating a route search for a
destination, a route guidance, and the like are stored, and a flash
memory (not shown) which is used for storing various data and programs.

[0035]As the operating section 34, a keyboard or a mouse (not shown),
which is mounted in addition to the display section 35, may be used.
Further, a touch panel may be used as the operating section 34 for
executing predetermined input operations. Specifically, an image
operating section such as various types of keys, switches, and/or buttons
displayed as an image on a screen of the display section 35, that is, the
touch panel, is touched or clicked and the predetermined input operations
are executed.

[0036]A display may be used as the display section 35. The vehicle
position, the vehicle direction, a map, a route to be searched for,
guidance information and traffic information along the searched route, a
distance to next intersection along the searched route, and a travel
direction at next intersection may be displayed.

[0037]The audio input section 36 may include a microphone (not shown) to
input necessary information by voice. The audio output section 37 may
include an audio synthesis device and a speaker (not shown) to provide
route guidance according to the searched route with audio output.

[0038]The communicating section 38 may include a beacon receiver (not
shown) for receiving various information such as general information
and/or current traffic information which are transferred from a road
traffic information center such as a VICS (Vehicle Information and
Communication System®) center and an FM receiver (not shown) for
receiving FM multiple broadcasting through an FM broadcasting station. In
addition to various information such as general information and traffic
information, the communicating section 38 may receive data such as map
data, statistical data, travel history data, and the like from the
information center 51 through the network 63.

[0039]To transfer such data, the information center 51 may include a
server 53, a communicating section 57, and a database (DB) 58 as an
information storage section. The server 53 may further include a CPU 54,
a RAM 55, and a ROM 56. In the database 58, same data as various data
that is stored in the data storage section 16 is stored.

[0040]Note that, the electric vehicle drive control system, the electric
vehicle drive control device 10, the engine control device 46, the
electric generator control device 47, the driving motor control device
49, the navigation system, the navigation processing section 17, the
server 53, the CPUs 31, 54, and 61 may be implemented by a single
controller (CPU) or a plurality of CPUs for executing calculating
processing based on various programs and data.

[0041]A storage device and a storage medium may be structured with the
data storage section 16, the RAMs 32, 55, 62, the ROMs 33, 56, 64, and a
flash memory. A calculating device may be structured with the CPU 31, 54,
and 61. As the calculating device, for example, a MPU may be used instead
of the CPU 31, 54, or 61.

[0042]Next, basic operations of the navigation apparatus 14 will be
described. First, when a driver operates the operating section 34 and the
navigation apparatus 14 is activated, the CPU 31 executes a current
position reading processing, so that a vehicle position and a vehicle
direction, which are detected by the GPS sensor 15, are read. Next, the
CPU 31 executes a vehicle position calculating processing (matching
processing), so that the vehicle position is calculated and specified by
determining which road link the vehicle position is located on based on
the locus of the read vehicle positions and shapes and orders of road
links which are formed roads surrounding the vehicle position.

[0043]The CPU 31 executes a basic information obtaining processing for
reading out and obtaining the map data from the data storage section 16
or for receiving and obtaining the map data from, for example, the
information center 51 through the communicating section 38. Note that,
when the map data is obtained from, for example, the information center
51, the CPU 31 downloads the received map data onto the flash memory.

[0044]The CPU 31 executes a display processing for creating various types
of screens on the display section 35. For example, the CPU 31 executes a
map display processing, so that a map screen is generated on the display
section 35 and a map of a surrounding area, the vehicle position, and the
vehicle direction are displayed on the map screen.

[0045]Therefore, the driver can drive the vehicle based on the displayed
map data, the vehicle position, and the vehicle direction.

[0046]When the driver inputs a destination by operating the operating
section 34, the CPU 31 executes a destination setting processing for
setting the destination. Note that, according to the current example,
instead of operating the operating section 34 to input the destination,
the driver can input an activity schedule indicating a travel plan of the
hybrid vehicle using a terminal device (not shown) such as an electric
personal organizer, a PC, and the like. Therefore, the navigation
apparatus 14 may include the communicating section 38 for
transferring/receiving data with a connector or a PC (not shown), which
is for connecting the electric personal organizer and the like.

[0047]In the activity schedule, for example, starting points,
destinations, scheduled starting times at the starting points, and
scheduled arrival times at the destinations are stored by date.

[0048]Next, in the navigation apparatus 14, the CPU 31 executes an
activity schedule obtaining processing, so that the activity schedule
which was input from the terminal device is read and obtained before the
hybrid vehicle starts traveling, and the activity schedule, connecting a
starting at a home as a first starting point to an arrival to the home as
a last destination through each of destinations, is set as a destination
schedule.

[0049]The destination schedule is set as described above. If needed, the
driver inputs search conditions by operating the operating section 34 and
the CPU 31 executes a search processing, so that the vehicle position,
the destination schedule, and the like are read, search data and charging
facility data of a parking area, an electric station, and the like, which
includes a charging equipment (hereinafter referred to as "charging
facility data") are read out among facility data, a route from the first
starting point to the last destination on the destination schedule is
searched for according to the search conditions based on the vehicle
position, the destination, search data, charging facility data, and the
like, and finally the route data is output.

[0050]Note that, the searched route is a collection of routes that are
from each starting point to each destination on the destination schedule.
Route data may include, not only data indicating searched routes, but
data indicating charging facilities that are searched for on the searched
routes. According to the search processing, the route which has the
minimum total link cost, a link cost is assigned to each road link, is
searched for.

[0051]According to the current example, the CPU 31 executes the search
processing. However, the information center 51 may execute the search
processing instead.

[0052]The CPU 31 executes a guidance processing and the route guidance.
The CPU 31 executes a route display processing, so that the route data is
read in and the searched route is displayed on the map screen based on
the read route data.

[0053]Meanwhile, the electric generator 26 and the driving motor 27 are
activated by electric current that is supplied from the battery 18. In
this case, it is preferable to run down the electricity that was charged
in the battery 18 before the next charge in terms of a pollution issue
and/or an energy-saving problem. However, if the electricity is run down
while the hybrid vehicle is traveling, the hybrid vehicle has to travel
using only the engine 21 in spite of a HV travel mode and this is not
preferable in terms of the pollution issue and/or the energy-saving
problem. Further, a vehicle request torque that is necessary for driving
the hybrid vehicle cannot be generated enough.

[0054]To solve the problems described above, according to the current
example, the navigation apparatus 14 sets charging facilities as planned
charging points based on the search data and each of ideal battery
remaining amounts (SOC) at charging points along the routes between each
starting point (at which the battery can be charged) and each planned
charging point is set as a target value of the battery remaining amount
SOC, that is, a target battery remaining amount SOC* as a target charging
capacity. The navigation apparatus 14 calculates the target battery
remaining amount SOC* as the target charging capacity.

[0055]The CPU 31 executes an energy control determination processing as a
charging schedule setting processing. As charging conditions, the battery
remaining amount SOC as the charging capacity at the first starting
point, the distance from the starting point at which the hybrid vehicle
can be charged to the planned charging point, a time spent on charging at
each planned charging point between the arrival at the point and the
departure from the point (that is, a time period which can be spent at
the charging point), a time necessary for full-charging the battery 18
(that is, a time required for charging), and the like are read in and the
travel distance from the starting point at which the vehicle can be
charged is calculated based on the charging conditions. Next, the target
battery remaining amounts SOC* at each of points are calculated in such a
way that the battery remaining amount SOC becomes 0% at the arrival to
the next planned charging point. In this way, the charging schedule
including the target battery remaining amounts SOC* at each of points is
set.

[0056]Note that, a facility at which maintenance will be undergone (that
is, a planned maintenance point) is set from the planned charging points.
A maintenance and charging time at each of the planned maintenance points
is set based on the time which can be spent at the charging point. A time
required for the maintenance is set based on the time required for
charging.

[0057]The battery remaining amount SOC denotes a value indicating the
percentage of the charge amount which is actually charged in the battery
18 against the capacity of the battery 18, that is, the amount of charge
remaining in the battery. When the battery 18 is full-charged and the
percentage of the charge vs. the capacity of the battery 18 is 100%, the
battery remaining amount SOC is 100%.

[0058]To calculate the battery remaining amount SOC, a battery voltage
sensor and a battery current sensor may be mounted in the battery 18. The
sensor output from the battery voltage sensor and the sensor output from
the battery current sensor are supplied to the vehicle control device 41.
In response to this, the vehicle control device 41 executes a battery
remaining amount calculating processing as an amount of charge
calculating processing for calculating the battery remaining amount SOC.

[0059]In this case, the first starting point and the last destination are
both the home. The battery 18 is full-charged at the departure at the
home, so that the battery remaining amount SOC at that time is 100%, and
the battery remaining amount SOC becomes 0% at the arrival at the home.
Each of the battery remaining amounts SOC at each of the planned charging
points is nearly 0% so as to charge the battery of the vehicle at the
planned charging points. Note that, when the time which can be spent at
the planned charging point is shorter than the time required for
charging, the charging is started as soon as the vehicle arrives at the
planned charging point and the charging is terminated when the vehicle
leaves from the point. In this case, although the battery remaining
amount SOC does not reach 100%, the vehicle goes to the next destination.

[0060]Note that, as the battery remaining amount SOC here, 100% and 0% do
not indicate the physical remaining amount. 100% and 0% of SOC indicate
the highest remaining amount and the lowest remaining amount based on the
economical repeated use of the battery 18. Further, the battery remaining
amount SOC is different depending on the cause of the performance, the
material, and the like of the battery 18. For example, when the battery
18 is an alkaline battery, the battery may be used until the SOC becomes
very low. Meanwhile, when the battery 18 is a zinc battery, using the
zinc battery until the SOC becomes excessively low causes the battery
life to be shortened, so that a state which a predetermined amount of
charge is still remaining in the zinc battery is set as 0% of the battery
remaining amount SOC for the zinc battery.

[0061]As described above, when the charging schedule is set, the CPU 31
executes a drive control instruction processing, so that the charging
schedule which is the determination result by the energy control
determination processing is notified to the electric vehicle drive
control device 10 and the activation of the electric drive device 11 is
instructed.

[0062]The CPU 61 executes a drive control processing and activates the
electric drive device 11 based on the charging schedule. Operations of
the CPU 61 will be described.

[0063]First, the CPU 61 executes a driving condition obtaining processing,
so that a position of an accelerator pedal is read from an accelerator
switch which is mounted on the accelerator pedal (not shown) and a
position of a brake pedal is read from a brake switch which is mounted on
the brake pedal (not shown). Further, a position of a rotor is read from
a rotor position sensor (for example, a resolver) (not shown) as a
position detecting section, which is mounted on the driving motor 27, and
the vehicle speed is calculated as a travel condition based on the rotor
position. In this case, the accelerator switch and the brake switch are
functioning as driving operation amount detecting sections and the rotor
position sensor is functioning as a vehicle speed detecting section. Note
that, the vehicle speed may be detected by a vehicle speed sensor that is
mounted on the output gear 25 as the vehicle speed detecting section.

[0064]The CPU 61 executes a vehicle request torque calculating processing,
so that a vehicle request torque TO* which is necessary for driving the
hybrid vehicle is calculated based on the accelerator pedal position, the
brake pedal position, and the vehicle speed.

[0065]Next, the CPU 61 executes a vehicle request torque determination
processing, to determine whether the vehicle request torque TO* is
greater than a driving motor maximum torque which is a preset maximum
driving motor torque as a rating torque of the diving motor 27. When the
vehicle request torque TO* is greater than the driving motor maximum
torque, the CPU 61 executes an abrupt acceleration control processing, to
determine whether the engine 21 is suspended. When the engine 21 is
suspended, the electric generator 26 and the driving motor 27 are
activated to make the hybrid vehicle travel in the EV travel mode.

[0066]When the vehicle request torque TO* is equal to or less than the
driving motor maximum torque or when the vehicle request torque TO* is
greater than the driving motor maximum torque while the engine 21 is not
suspended, the CPU 61 executes a driver request output calculating
processing. A driver request output PD is calculated by multiplying the
vehicle request torque TO* by the vehicle speed. The CPU 61 executes a
battery charge-discharge request output calculating processing. The
charging schedule is read from the navigation apparatus 14 while the
battery remaining amount SOC is read. Then, a battery charge-discharge
request output LSOC is calculated as a charge-discharge request output in
such a way that the current battery remaining amount SOC is brought close
to the target battery remaining amount SOC* of the charging schedule. The
CPU 61 executes a vehicle request output calculating processing, so that
a vehicle request output PO is calculated by adding the driver request
output PD to the battery charge-discharge request output LSOC.

[0067]Next, the CPU 61 executes an engine target driving condition setting
processing. An engine target driving condition map which is stored in the
ROM 64 is referred to determine a driving point which is a point at which
the efficiency of the engine 21 becomes the highest on a most suitable
fuel efficiency curve based on the vehicle request output PO, the
accelerator pedal position, and the like. The torque of the engine 21 at
the determined driving point, that is, an engine torque TE, is determined
as an engine target torque TE* indicating the target value of the engine
torque TE. Further, an engine rotation speed at the determined driving
point, that is, an engine rotation speed NE, is determined as an engine
target rotation speed NE* indicating the target value of the engine
rotation speed NE and the engine target rotation speed NE* is transferred
to the engine control device 46.

[0068]The engine control device 46 refers to an engine drivable range map
which is stored in the ROM as a storage device of the engine control
device 46 and determines whether the electric drive device 11 is located
within a drivable range which is for activating the engine 21 based on
the vehicle speed, the battery remaining amount SOC, and the vehicle
request torque TO*. In this case, the greater the battery remaining
amount SOC is, the narrower the drivable range becomes. Similarly, the
smaller the battery remaining amount SOC is, the larger the drivable
range becomes.

[0069]When the engine 21 is not activated even though the engine 21 is
located within the drivable range, the engine control device 46 executes
an engine control processing. In this processing, the engine 21 starts to
be activated to make the hybrid vehicle travel in the HV travel mode.
When the engine 21 is activated even though the engine 21 is not located
within the drivable range, the driving of the engine 21 is terminated and
the hybrid vehicle is made to travel in the EV travel mode.

[0070]When the engine 21 is not located within the drivable range and not
activated, the CPU 61 executes a driving motor target torque calculating
processing. The vehicle request torque TO* is calculated as a driving
motor target torque TM* indicating the target value of the driving motor
torque TM and the calculated driving motor target torque TM* is
transferred to the driving motor control device 49. In this case, the
driving motor control device 49 executes a driving motor control
processing for controlling the torque of the driving motor 27.

[0071]When the engine 21 is located within the drivable range and
activated, the engine 21 is controlled using a predetermined method.

[0072]Next, the electric generator control device 47 executes an electric
generator target rotation speed calculating processing. Specifically, the
electric generator control device 47 reads the rotor position from the
rotor position sensor and calculates the rotation speed of the ring gear
R based on the rotor position. At the same time, the engine target
rotation speed NE* is read and the rotation speed of the electric
generator 26, that is, an electric generator target rotation speed NG*
indicating the target value of the electric generator rotation speed NG
is calculated based on the rotation speed of the ring gear R and the
engine target rotation speed NE* because the rotation speed of the
electric generator 26 responds to the engine target rotation speed NE* by
a rotation speed's relational expression which is represented by a gear
teeth ratio of the sun gear S, the pinion P, and the ring gear R of the
planetary gear unit 23.

[0073]By the way, when the hybrid vehicle which has the structure
described above is driven by using the engine 21 and the driving motor 27
in the HV travel mode, if the electric generator rotation speed NG is
low, it requires a measurable amount of power and the power generation
efficiency of the electric generator 26 becomes down, so that the fuel
efficiency of the hybrid vehicle becomes lower. Therefore, when the
electric generator rotation speed NG is low, the brake of the electric
generator is engaged and the electric generator 26 is stopped
mechanically. As the result, the fuel efficiency becomes better.

[0074]When the electric generator target torque TG* indicating the target
value of the electric generator torque TG is determined, the electric
generator control device 47 controls the torque of the electric generator
26 based on the electric generator target torque TG*. A predetermined
electric generator torque TG is generated and an engine torque TE, the
torque of the ring gear R, that is, the ring gear torque, and the
electric generator torque TG receive reaction forces from each other, so
that the electric generator torque TG is converted to the ring gear
torque and output from the ring gear R. In this case, the ring gear
torque is output from the ring gear R and the electric generator rotation
speed NG is changed and further the ring gear torque is changed as well.
The changed ring gear torque is transferred to the driving wheel 28, so
that the sensation of driving of the hybrid vehicle becomes worse.

[0075]The CPU 61 calculates the ring gear torque in prospect of the torque
for inertia of the electric generator 26 depending on the change of the
electric generator rotation speed NG and estimates a torque of an output
shaft of the driving motor 27, that is, a driving shaft torque based on
the ring gear torque. By subtracting the driving shaft torque from the
vehicle request torque TO*, the over-short value of the driving shaft
torque is calculated as the driving motor target torque TM*.

[0076]In the current example described above, according to the driving
conditions such as the charging schedule, the acceleration pedal
position, the brake pedal position, the vehicle speed, the battery
remaining amount SOC, and the like, the hybrid vehicle travels in the EV
travel mode by terminating the engine 21 and activating both the electric
generator 26 and the driving motor 27 or by terminating both the engine
21 and the electric generator 26 and activating only the driving motor
27. Meanwhile, the hybrid vehicle travels in the HV travel mode by
activating both the engine 21 and the driving motor 27 and activating the
electric generator 26 to receive the reactive force, or by activating
both the engine 21 and the driving motor 27 and mechanically terminating
the electric generator 26.

[0077]When a predetermined charging facility, for example, a parking area
is set as the planned charging point, guidance of facilities near the
parking area is provided as well, so that the driver can visit the
facilities while the vehicle is charged at the parking area.

[0078]The CPU 31 executes a stop-off guidance processing, so that stop-off
facilities are searched for and guidance of the searched facilities is
provided to the driver.

[0079]FIGS. 2 and 3 are flowcharts showing an exemplary stop-off guidance
method according to the example of the current invention. The exemplary
method may be implemented, for example, by one or more components of the
above-described system. However, even though the exemplary structure of
the above-described system may be referenced in the description, it
should be appreciated that the structure is exemplary and the exemplary
method need not be limited by any of the above-described exemplary
structure. For example, the method may be implemented by the CPU 31
executing a program stored in the ROM 33.

[0080]In the method, the CPU 31 refers to facility data and searches for
facilities that are located within an area surrounding a parking area
(SI). According to the current example, as stop-off facilities, only
facilities within travel distances that can be visited on foot, by the
hybrid vehicle, or by train are searched for. In this case, facilities
within a range that can be visited on foot (for example, within a
1000-meter radius) are set as walk stop-off facilities. Similarly,
facilities within driving distance by the hybrid vehicle (for example, a
20-kilometer radius in case of general roads or a 80-kilometer radius in
case of highway) are set as vehicle stop-off facilities, and facilities
within movable distance by train are set as train stop-off facilities.

[0081]Next, the CPU 31 reads the current battery remaining amount SOC and
calculates the time required for charging by the charging equipment at
the parking area on the basis of the battery remaining amount SOC. Then,
the CPU 31 displays the time required for charging on the display section
35 (S2). Then, the CPU lists the set stop-off facilities (S3)

[0082]The CPU 31 sets the parking area as the starting point, searches for
routes to each of stop-off facilities as the destinations, and sets the
searched routes as stop-off routes. Then, the CPU 31 executes a total
time calculating processing. Specifically, a time which is necessary for
visiting a walk stop-off facility on foot from the parking area among the
searched stop-off facilities, that is, a walking time as a first travel
time, a time which is necessary for visiting a vehicle stop-off facility
by the hybrid vehicle from the parking area among the searched stop-off
facilities, that is, a vehicle travel time as a second travel time, and a
time which is necessary for visiting a train stop-off facility by train
from the parking area among the searched stop-off facilities, that is, a
train travel time as a third travel time are calculated on basis of each
of the stop-off routes (S4).

[0083]The CPU 31 determines whether a type of the stop-off facility is
known. When the type of the stop-off facility is known, the total time
calculating processing means refers to the mean stopover time table that
is set in the ROM 33 (e.g., as shown in FIG. 4) and reads out and obtains
the mean stopover times of the stop-off facilities by type (S5).
Meanwhile, when the type of the stop-off facility is not known, the total
time calculating processing means reads out and obtains a standard mean
stopover time (hereinafter referred to as "standard stopover time") which
is uniformly set and stored in, for example, a buffer (not shown) of the
CPU 31. However, the standard stopover time may be stored in a
predetermined range of the mean stopover time table separate from the
mean stopover times by type. Note that, in the mean stopover time table,
the stop-off facilities are sorted by group and further by type and the
mean stopover times corresponding to each of the types of the stop-off
facilities are sorted and stored. The mean stopover time table may be set
in the data storage section 16, the database 58, and the like, instead of
the ROM 33.

[0084]The CPU 31 calculates a round-trip time between the parking area and
the stop-off facility by doubling the walking time, the vehicle travel
time, or the train travel time Further, the total time, which is a total
time necessary for leaving the parking area, stopping at the stop-off
facility, staying at the stop-off facility for the corresponding mean
stopover time, and getting back to the parking area from the stop-off
facility, is calculated by adding the calculated round-trip time to the
mean stopover time (S6). In this case, the total times for each of the
walk stop-off facilities, the total times for each of the vehicle
stop-off facilities, and the total times for each of the train stop-off
facilities are calculated.

[0085]The CPU 31 compares the total times of each of the walk stop-off
facilities with the time required for charging to determine whether there
is any walk stop-off facility whose total time is shorter than the time
required for charging (S7). When such a walk stop-off facility can be
visited on foot exists (S7=YES), the CPU 31 displays the walk stop-off
facility and the walking time with a mark indicating that the facility
can be visited on foot, that is, a walking mark, on the map as shown in
FIG. 5 (S8).

[0086]When a walk stop-off facility which can be visited on foot does not
exist (S7=NO), the CPU 31 compares the total times of the vehicle
stop-off facilities with a first threshold value to determine whether
there is any vehicle stop-off facility whose total time is shorter than
the first threshold value (that is, whether there is any vehicle stop-off
facility which can be visited after the charging) (S9). When a vehicle
stop-off facility which can be visited by vehicle exists (S9=YES), the
CPU 31 displays the vehicle stop-off facility and the vehicle travel time
with a mark indicating that the facility can be visited by the hybrid
vehicle, that is, a vehicle mark, on the map as shown in FIG. 5 (S10).

[0087]When a vehicle stop-off facility which can be visited by the hybrid
vehicle does not exist (S9=NO), the CPU 31 compares the total times of
each of the train stop-off facilities with a second threshold value to
determine whether there is any train stop-off facility whose total time
is shorter than the second threshold value (that is, whether there is any
train stop-off facility which can be visited after the charging) (S11).
When a the train stop-off facility which can be visited exists (S11=YES),
the CPU 31 displays the train stop-off facility and the train travel time
with a mark indicating that the facility can be visited by train, that
is, a train mark, on the map (S12).

[0088]One a mark for a facility has been displayed (S8, S10, S12), the CPU
31 displays a planned time of the end of the charging, that is, an
expected time of end of charging, on a predetermined area of the screen
(S13). The CPU 31 may further display the mean stopover times and the
available times for staying at the facilities on the map.

[0089]According to the current example, the CPU 31 determines whether
there is any stop-off facility whose total time is shorter than the time
required for charging. When there is such a stop-off facility whose total
time is shorter than the time required for charging, the CPU 31 displays
the determined stop-off facility on the map. However, in case of that the
driver sets an allowable time in advance, the CPU 31 may display the
stop-off facility whose total time is the allowable time longer than the
time required for charging on the map.

[0090]As shown in FIG. 6, the stop-off facilities may be displayed in a
list form on the display section 35. In this case, for example, the
stop-off facilities, the walking times, the vehicle travel times, the
train travel times, the mean stopover times, the available times for
staying, the total times, and the like may be displayed. Further, the
stop-off facilities may be displayed in ascending order of the total
times, in ascending order of the distances to the stop-off facilities, in
the order of popularity, and the like.

[0091]Note that, it is possible to notify the driver that the charging is
terminated at the timing of the end of the charging. In this case, the
CPU 31 determines whether the charging is terminated. When the charging
is terminated, the CPU 31 notifies the driver that the charging is
terminated by, for example, sending a mail to a mobile phone or any other
communicating device or communicating terminal.

[0092]As described above, according to the current example, the walk
stop-off facility whose total time is shorter than the time required for
charging is displayed on the display section 35, so that the driver may
predict when he/she should get back to the parking area after visiting
the displayed stop-off facility on foot. This prevents the driver from
coming back to the parking area much earlier than the termination of
charging or from coming back to the parking area much later than the
termination charging. Thus, it is possible to improve the convenience of
the display according to the stop-off facility. Further, after the
charging is terminated, the vehicle stop-off facilities which can be
visited by the hybrid vehicle or the train stop-off facilities which can
be visited by train may be displayed on the display section 35, so that
it is possible for the driver to easily determine whether the stop-off
facility should be visited before the charging is terminated or after the
charging is terminated.

[0093]According to the current example, the CPU 31 notifies the driver of
the stop-off facilities that can be visited by methods other than on foot
after the maintenance is terminated. However, it is possible to notify
the driver of the stop-off facilities that can be visited by methods
other than on foot before the maintenance is terminated, if needed.

[0094]According to the current example, the total times of each of the
walk stop-off facilities are compared with the time required for
charging. When there is any walk stop-off facility that can be visited,
the walk stop-off facility and the walking time are displayed with the
walking mark. When the walk stop-off facility that can be visited does
not exist, the vehicle stop-off facilities and the vehicle travel times
are displayed on the map with the vehicle marks and/or the train stop-off
facilities and the train travel times are displayed on the map with the
train marks. However, when such the walk stop-off facility that can be
visited does not exist, it is possible to provide the guidance of
video/audio programs that can be watched/listened within the time
required for charging.

[0095]Next, an example in which the guidance of video/audio programs which
can be watched/listened within the time required for charging is provided
will be described. FIG. 7 is a diagram showing a table of times required
for watching/listening media.

[0096]In this example, when it is determined that the walk stop-off
facility which can be visited does not exist, the CPU 31 executes a media
guidance processing. A table of times required for watching/listening
media which is set in the ROM 33 is referred to as shown in FIG. 7 and
programs which can be watched/listened within the time required for
charging are searched for. The CPU 31 displays the searched programs that
can be watched/listened on the display section 35. In this case, the CPU
31 notifies the driver of programs that can be watched/listened.

[0097]While various features have been described in conjunction with the
examples outlined above, various alternatives, modifications, variations,
and/or improvements of those features and/or examples may be possible.
Accordingly, the examples, as set forth above, are intended to be
illustrative. Various changes may be made without departing from the
broad spirit and scope of the underlying principles.

Patent applications by AISIN AW CO., LTD.

Patent applications in class Indication of maintenance interval

Patent applications in all subclasses Indication of maintenance interval